Fuel injection apparatus and control mechanism therefor



' Feb. 2, 1954 c. F. HIGH 2,667,840

FUEL INJECTION APPARATUS AND CONTROL MECHANISM THEREFOR Filed March 28, 1951 6 Sheets-Sheet 1 Carl Q4113;

Feb. 2, 1954 Y c, F. HIGH 2,667,840

' FUEL INJECTION APPARATUS AND CONTROL MECHANISM THEREFOR Filed March 28, 1951 6 Sheets-Sheet 2 MIID\\\\ I NVENT Q I Cam :1 mu

Cav -a0 Q: I '2 v w QB I WI DMBY C. F. HIGH Feb. 2, 1954 FUEL. INJECTION APPARATUS AND CONTROL MECHANISM THEREFOR 6 Sheets-Sheet 4 Filed March 28, 1951 Feb. 2, 1954 c. F. HIGH 2,657,840

FUEL INJECTION APPARATUS AND CONTROL MECHANISM THEREFOR Filed March 28, 1951 a Sheets-Sheet 5 F 13. IS

rvveNwcva-d '72 ar F ulgh Patented Feb. 2, 1954 UNITED STATE ENT OFF ICE FUEL INJECTION APPARATUS AND CON- TROL MECHANISM THEREFOR,

20 Claims.

The present invention relates to liquid fuel injection apparatus and more particularly to a novel form of fuel pump by means of which measured charges of liquid fuel may be pumped to a plurality of internal combustion engine cylinders, r cylinder intake ports, in timed relation to the order of firing thereof. The invention also relates to a control mechanism by means of which the operation of the fuel pump may be modified to accommodate varying conditions arising in connection with the operation of the engine, as exemplified by a variation in the density or pressure of air existing in the intake manifold of the engine, occasioned by changing engine speed due to an increase or decrease in the engine load, by a variation of atmospheric pressure existing in the vicinity of the engine, or by a combination of these or other factors which govern, or are governed by the operation of the engine.

Still more specifically the invention relates to a fuel pump construction including a pumping plunger which is operable, in timed relationship with an internal combustion engine which drives the same, to pump liquid fuel and to distribute the same to the plurality of fluid outlets which may be connected by fluid conduits and atomizing spray nozzles to convey measured charges of fuel respectively to the several engine cylinders or intake ports in the order of their induction or firing and in timed relation thereto.

It is among the principal objects of the invention to provide a fuel pump construction of the character briefly outlined above in which a single pump plunger, in addition to its pumping function, also serves to distribute measured quantities of fuel to a plurality of fuel outlets for engine injection purposes and in which the quantity of fuel distributed may be varied continuously according to the variable fuel demand requirements of the engine.

An equally important object of the invention is to provide a fuel pump of this character having associated therewith means whereby the volume or amount of fuel distributed to the various outlets may be varied or regulated to an extremely fine degree without varying the stroke of the pumping plunger.

In carrying out this last mentioned object, the invention contemplates the provision of a fuel pump having a reciprocable and rotatable pumping plunger movable in one direction through its suction stroke to withdraw fuel from a supply source, and movable in the other direction through its pumping stroke to deliver the withdrawn fuel to a fluid outlet, together with means operable during reciprocation of the plunger for separately discharging or spilling a predetermined amount or measured quantity of the withdrawn fluid to thereby lessen and thus vary the total amount of fuel delivered to the fuel outlet.

Another object of the invention is to provide a fuel pumping apparatus of this character wherein the pumping action of the pumping plunger is employed both for forcibly discharging or spilling fuel through a spill port provided for the purpose, as well as for performing its regular pumping action whereby fuel is forcibly ejected through the discharge outlet.

Another object of the invention is to provide a novel type of control mechanism for a fuel pump of the character briefly outlined above, wherein means are provided for varying the amount of fuel discharged to the spill port to thereby vary the fuel delivered to the fuel out let in accordance with the fuel demand or density requirements of the engine.

A still further object of the invention is to provide such a control mechanism together with means whereby the control mechanism may be regulated so as to vary its manner of control throughout a wide range of operation and for any desired purpose as for example, to accommodate changes in the fuel demand or density requirements of the engine arising by virtue of varying atmospheric pressure or temperature.

Yet another object of the invention is to provide a control mechanism of this sort which may be manually regulated or adjusted to accommodate the fuel requirements of a particular engine as for example, to establish proper idling adjustment of the engine when the latter is not under load.

Other objects or advantages of the invention not at this time enumerated, will become more readily apparent as the nature of the invention is better understood. In the accompanying six sheets of drawings one embodiment of the fuel injection apparatus and two embodiments of a control mechanism therefor have been illustrated.

In these drawings:

Figure 1 is a longitudinal, sectional view taken substantially centrally through an assembled fuel injection pump and diaphragm-operated control unit constructed in accordance with the principles of the present invention.

Fig. 2 is a sectional view taken substantially along the line 2-2 of Fig. 1.

Fig. 3 is a sectional view taken substantially along the line 33 of Fig. 1.

' Fig. 4 is a sectional view taken substantially along the line i-t of Fig. 1.

Fig. 5 is a sectional view taken substantially along the line 55 of Fig. 1.

Fig. 6 is an enlarged perspective view of a pumping plunger employed in connection with the fuel pump of Fig. 1.

Fig. 7 is a sectional view taken substantially along the line 'il of Fig. 1.

Fig. 8 is a sectional view taken substantially along the line 88 of Fig. '7.

Fig. 9 is a sectional view taken substantially along the line 9-4! of Fig. '7.

Fig. 10 is a sectional view talren substantially along the line ifii B of Fig. 7.

Fig. ll is an enlarged fragmentary detailed perspective view of a cam and linkage mechanism employed in connection with the diaphragm-operated control unit of Fig. 1.

Fig. 12 is a fragmentary side elevational view of the cam and linkage mechanism shown in Fig. 1.

Figs. 13 and 14 are schematic views illustrating the principles involved in connection with the discharge of fuel through a spill port employed in connection with the fuel injection apparatus.

Fig. 15 is sectional. view similar to Fig. 7

showing a piston-operated control unit for the fuel injection pump illustrated in Fig. 1.

Fig. 16 is asectional View taken substantially along the line liii5 of Fig. 1-5.

Fig. 17 is a plan side elevational view of a guide plate employed in connection with the present invention. I

Fig. 18 is a plan view, similar to Fig. 17, showing a cam plate employed in connection with the invention.

Fig. 19 is a timing diagram or chart showing the operation of the pump throughout one complete cycle of operation thereof and involving distribution of fuel to each of the cylinders of a six cylinder internal combustion engine.

Fig. 20 is a timing diagram or chart similar to Fig. 19 illustrating the operation of the fuel injection pump for complete fueldelivery, and Fig. 21 is a timing diagram or chart similar to Fig. 20 illustrating the operation of the pump for full fuel cut off.

While the invention is susceptible of various modifications and alternative constructions, there is shown in the drawings and will herein be described in detail the preferred embodiments but it is to be understood that it is not thereby intended to limit the invention to the forms disclosed, but it is intended to cover all modifications and alternative constructions falling within the spirit and scope of the invention as expressed in the appended claims.

The invention, in its broadest aspect, contemplates the provision of a fuel pump construction including a single fuel pumping plunger, which is movable relative to cooperating fuel metering valve, with a combined reciprocating and rotary motion for controlling inlet and discharge valving functions in addition to its pumping function. For each distribution of fuel to a particular engine cylinder through an outlet passage proviu'cii for it, the pumping plunger performs a suction stroke in one di ection to draw fuel into the pumping cylinder through a series of inlet ports. During the return or pumping stroke of the plunger, the fuel. thus taken into the cylinder is selectively forced out again through an outlet passage leading to the particular engine cylinder undergoing injection.

The selective or directional control of the fuel by the pumping plunger is afforded by the provision of a series of intake ports the pumping plunger which move into register with a series of intake passages in the pump casing or body at the commencement of each pumping stroke to admit intake fuel to the pump cylinder and which move out of the registry with the intake passages at the end of each intake stroke. At the commencement of each pumping stroke, there is complete closure of the intake ports while at the same time a fuel distributing port provided in the pumping plunger moves into register with the particular fuel outlet passage leading to the engine cylinder undergoing fuel injection. By such an arrangement, directional control or disribution of the fuel to the Various engine cylinders in timed relation to the firing thereof is accomplished.

Quantitative control of the amount of fuel delivered to each outlet port, and consequently to each engine cylinder is attained by means of a series of spill ports provided in the pumping plunger which are adapted to successively move into register with a spill passage leading to a fuel chamber which receives the fuel from a supply source. The fuel enters the spill ports in the pumping plunger through a spill passage provided in the metering valve, and the position of the spill passage may be adjusted to register with the spill passage in the pump ng plunger and by means of which communication between the spill passage and spill port may be established. When thus established, communication through one or the spill ports, in the pumping plunger, is made possible by registry of the passage in the metering plunger, the port in the pumping plunger and the spill passage in the casing or pump body.

The time and duration of registry of the spill control ports in the pumping plunger with the spill passage in the metering valve and the spill passage in the pump casing may be varied by control of the position of the metering valve. According to the present invention, the position of the metering valve is varied by means of a control mechanism which, in turn, is operable under the control of the fuel demand of the engine as exemplified by the density of air in the intake manifold of the engine as determined by the speed of the engine under load.

The control mechanism, as well the fuel in jection apparatus per se, constitutes a part of the present invention and means are provided whereby this control mechanism may be regulated to accommodate different operating conditions as for example, varying atmospheric pressures in the vicinity of the engine, varying temperature of the air in the induction system of the engine, or both. Regulation of the control mechanism to accommodate such changes in atmospheric pressure or air temperature may be effected by manual means or automatic means, or both. Provision is made for further regulation of the control means in order to establish proper feed of fuel to the engine at all times and particularly for idling purposes.

Referring now to the drawings in detail and in particular to Figs. 1 and 2, the improved fuel in jection apparatus comprising the present invention is particularly designed for application to an engine having six cylinders and thus the fuel pump proper is provided with an equal number of liquid fuel outlets. The fuel injector mechanism and the control device therefor are operatively assembled together in a composite housing structure including end sections Ill and i2 and an intermediate section i i, this latter section constituting the body or casing of the injection pump proper. The intermediate-section or pump casing it is clamped between the end sections it and 52 by means of a series of elongated clamping bolts it which pass through a flange 58 formed on the end section l2 and which are threadedly received in the body of the end section. The three sections iii, 12 and M are operatively secured together in sealing relationship by means of a gasket 19 disposed between the sections it and I i and a gasket 20 disposed between the sections l2 and I Q. A locating pin 22 serves to maintain the section iii in its proper angular relationship with respect to the -casing Hi. A similar 10- cating pin 2 maintains the proper angular relationship between the sections l 6 and. i i.

The end section ii? is provided with an internal annular space or chamber 2% having an inlet port 23 in communication therewith and adapted to be operatively connected to a source of fuel supply. A venting port 26 is provided in the wall of the casing section if! for the chamber Eli. The space 28 constitutes a. cooling jacket for the injection pump proper as well as affording a source of fluid fuel designed for admission to the fuel pump through a series of intake passages provided for it. The pump casing is is provided with a cylindrical body portion so which projects into an internal annular boss-lile flange 32 provided interiorly of the section is and a fluid seal is disposed between the flange 32 and cylindrical casing portion 3%. The end section iii is provided with an oifset cavity or chamber 35 in which the control instrumentalities or mechaniszn for the fuel injection pump proper are housed. These control instrumentalities, which will be described subsequently, have been designated in their entirety at 33. A fourth casing section iii (Figs. '7 and 15) is bolted as at ll to the end casing section as, and serves alternately to enclose therein either a diaphragm type of pres sure control device designated in its entirety at 32 and shown in Fig. 7 or a piston type of pressure control device designated at is and shown in Fig. 15.

Referring now to Fig. 1, the intermediate or pump casing, section M, is provided with a cylindrical bore constituting the fuel injection pump cylinder and in which is rotatably and slidably disposed a tubular pumping plunger it. A metering valve of generally cylindrical design is disposed within the pumping plunger 48 at the left hand end thereof as viewed in Fig. 1 and is held against axial displacement but is capable of limited rotational turning movements within the bore or cylinder it under the control of the mech anism 33 all in a manner that will be made clear presently.

The pump casing 3? is provided with a radial passage 52 therein which establishes communication between the pump cylinder le and the fuel containing jacket or chamber 2% and which is hereinafter referred to as the pump body or cylinder spill assage. The spill passage 52 is proided with a conical valve seat as having associ ated therewith a cooperating ball valve element 5% which is spring pressed as at 53 against the seat E i and the pressure of which on the seat be regulated by means of an adjusting stud lid. The ball valve is provided with a valve stem 62 which projects through the coil. spring 58 serves to hold the latter in its operative position whereby it may exert a degree of pressure on the ball valve 55 commensurate with the setting of the adjustment stud The adjustment of the ball valve 55 serves to modify to a large extent the fuel delivery of the pump throughout the entire speed range of the engine.

A series of inlet passages is project through pump casing 3 in radial fashion and these pas sages are arranged in circumferentially spaced relation 60 apart, and in the same general transverse plane. A series of outlet or discharge passages 56 extend through the pump casing 3i! and are. spaced apart 60 in radial fashion andare adapted forindividual connection to the various intake ports of the engine cylinders of the internal combustion engine (not shown) which is controlled by the present fuel injection appara tus. As most clearly shown in Fig. 4, the inlet passages 64 are displaced approximately 30 relative to the discharge passages 66. This angular displacement of the inlet passages 64 has been indicated in Fig. l by showing these passages in dotted lines.

It will be understood that the fuel injection pump of the present invention may be modified to serve internal combustion engines having different numbers of cylinders. For example, for a four-cylinder engine four inlet passages 64 and four outlet or discharge passages 65 arranged 90 apart would be employed.

The pumping plunger 48 is illustrated in detail in Fig. 6 and is in the form of an open ended tubular member having a cylindrical body portion Eli and an enlarged cup-shaped flange or foot portion 12. A preferably hollow tubular closure member 14 (Fig. 1) is secured within the tubular cylindrical portion 10 of the pumping plunger (is by means of a pin it. The closure member 14 substantially fills the entire right hand half of the pumping plunger 48 and is provided with a circumferential axially extending groove 18 which constitutes an outlet passage and is in communication with an outlet port 8!} provided in the wall of the pumping plunger 58. This port is designed for successive communication with the various outlet passages 66 provided in the pump casing as upon rotation and reciprocation of the pumping plunger e8. Y

The pumping plunger 48 is provided with a series of intake ports 82 arranged in radial fashion and spaced 60 apart. The ports are designed for successiveregister with the various intake passages 54 provided in the pump casing 30 upon reciprocation and rotation of the pumping plunger 68.

An inclined passage 86 extends through the metering valve to and is hereinafter referred to as the metering valve spill passage. The spill passage St is capable of being moved into varying degrees of partial alinement with the spill passage 52 provided in the pump casing 38 upon angular adjustment of the metering valve 50 under the control of the mechanism 38 contained within the space or chamber 36 provided in the end casing section It.

The metering valve spill passage 86 is capable of complete alinement with the passage 52 or of any degree of alinement with this passage to a point of complete close-oil wherein the two passages 3E and 52 are out of communication. A plurality of spill ports 90, of which there are six in number arranged 60 apart, are provided in the wall of the pumping plunger 48 and are capable of simultaneous registry with the passages 52 and when these latter passages are in full or partial alinement to permit fuel to be spilled through these passages at pro-determined times in the machine cycle, all in a manner that will be made clear presently.

The metering valve 58 is provided with a reduced forward end 52 which is opposed to the end of the closure member M and the space existing within the bore of the pumping plunger 48 between the end of the metering valve 58 and of the closure member it constitutes the suction and discharge chamber 94 of the fuel injection pump. The chamber 94 is in constant communication with the groove 18. andconsequently with the port 85 which directs fuel to the various dischargepassagesBfi during the discharge stroke of the pumping plunger 58.

A fuel leakage pick-up groove 9| may be prov'ided in the pumping plunger and is designed for continuous register with a return duct 93 leading to the chamber or space 26'. Similarly, a lubrication groove 95 in the plunger may receive lubricant from a passage 9! leading to the oil gallery of the engine.

. In order to effect rotary and reciprocal movements of the pumping plunger 58 in timed relation to the internal combustion engine machine cycle, the foot portion 72 of the pumping plunger is provided with an end cam surface 93 having a series of six trough portions 99 and a series of intervening land or ridge portions Hit, thus presenting a wavy cam surface as clearly illustrated in Figs. and 6. The cam surface 98 thus provided on the foot portion '12 of the pumping plunger 48 is designed for engagement with a pair of cam rollers it! which are carried on pins IE2? mount-ed within'the casing section :2; The rollers iii i, although rotatable; are unyielda'ble and these rollers constitute, in eifect, an unyielding. cam

guide support against which the; cam surface 98 including the trough portions 99' and land portions its of the pumping plunger 48 are adapted to bear. A coil spring I8 5 surrounds the pumping plunger 48 and bears at one end against the foot portion ?2 and at the other end against the casi'ng section [4 and serves to normally urge the pumping plunger 48 to a retracted position wherein the cam surface 98 of the pumping plunger 13 bears against the cam rollers l 0 i.

The pumping plunger Q8 (Fig. l) is adapted to be connected in operative driven relationship to the engine shaft of the internal combustion engine served by the injection pump of the present invention and toward this end a shaft Hi5, which may be the cam shaft of an internal cornbustion engine, or which may operatively be connected thereto, projects into the casing section if and carries at its inner end a driving gear it? which is splined as at HB to the enlarged foot portion 12 of the pumping plunger 48. The pumping plunger ts is thus operatively connected to the shaft 5% in driving relationship while at the same time, by virtue of the splines HG, the plunger is capable of limited axial reciprocal movement within the pump cylinder it under the control of the cam rollers 18! and the cam surface 3 provided on the foot portion 12 of the pumping plunger.

Where a bur -cycle, six-cylinder internal combustion engine is operated under the control of the present fuel injection pump, the driving ratio veen the shaft I66 and the engine crank shaft .ll be one complete revolution of the shaft 103 on two revolutions of the engine crank shaft or n other words, the shaft 1 it will be driven at -half engine crank shaft speed. In this manthe discharge port 89 in the pumping plunger s-s will move into register with one of the six discharge passages 65 leading to one of the engine cylinders at the proper moment for injection purposes.

Referring now to Fig. 1 each inlet port 532 and the single outlet port 313 provided in the wall of the pumping plunger i=8 may consist of a plurality of composite, closely spaced passages, each of which communicates with a segmental crescent-shaped groove provided in the cylindrical surface of the pump body. Each outlet port 80 may similarly consist of a' pair'of closely spaced passages in common communication with a crescent-shaped groove provided in the outer surface of the pumping plunger. The spillportsfi'fimay each consist of a single radially extending passage in communication with a crescent-shaped groove on the surface of the plunger Q3. The inlet passages 5t provided in the body portion of the intermediate section or pump casing it may consist of a series of closely spaced radial passages, the determining factor being sufficient total passage area to assure complete filling of the pump displacement at the highest engine speed. The'spill ports 86 in the pumping plunger 68 each preferably consists of a single radial passage in communication with a crescent-shaped groove on the surface of the plunger. However, the determining factor will be the res icting effect desired to obtain the inclination or declination of the fuel delivery curve as plotted against the variable speed of the engine.

The various ports 82 and 85 may, if desired, consist of single radial passages, with or without the provision of the communicating grooves, but in the preferred embodiment of the invention, the plural passages and the grooves in communication therewith are employed in order to obtain sufficient unrestricted fuel flow for the capacity of the pump.

The metering valve 53 is adapted to fit snugly within the axial bore of the pumping plunger :38 and is formed with a reduced end portion 5 i i on which there is mounted a locating and adjusting collar i l 2 which is secured to the end portion i i i by means of a set screw I I3; One side of the collar I I2 bears against the end of the casing section 1:? to prevent axial movement of the metering valve 53 in one direction. Axial movement of the metering valve in the opposite direction is prevented by means of a locating screw or bolt H t which is threadedly received in the wall of easing section is and which has a reduced end i i 5 bearing against a face of the collar if. A locking nut l I8 serves to retain the adjusting screw i l d in any desired position of adjustment. In the assembly of the metering valve 56 the locating colt HQ- is brought into engagement with the face of the collar I i2 so that the collar is held against axial displacement without binding in order to permit limited turning movement of the collar valve about their common longitudinal axis. An eccentric pin I29 (Figs. '7, ll and 12) extends outwardly from the face of the collar i i2 and receives thereover one end of an operating link 5522 associated with the control mechanism provided in the oifset cavity or chamber 36 of the casing section H1. The operating link I22 is adapted to be moved under the control of the instrumentalities 38 which, in turn, operate under the control of the density of air in the intake manifold of the internal combustion engine in a manner that will be made clear presently.

An understanding of the operation of the fuel injection pump, exclusive of the control mechanism 33, may be had by reference to l3 and 14 and to the timing charts of ii to 21 inclusive. In the timing chart of Fig. 19 a complete cycle of pumping operation wherein the pumping plunger 48 rotates throughout one complete revolution of 360 has been diagrammatically illustrated. Such revolution of the pumping plunger 43 involves six complete reciprocating movements thereof and the discharge of a measured amount of fuel successively to each of the discharge passages "65 leading to the various 9 engine cylinders. Only one engine cylinder cycle involving the feeding of a single engine cylinder need be considered for an understanding of the pump operation.

The operation of pump in feeding a single engine cylinder involves one complete reciproca tion of plunger and 60 of rotation thereof.

The successive operations for the six engin cylinders have been labeled 1 to 6 inclusive acres the chart.

For purposes of illustration it may assume that the angular setting of the metering valve is such that the fuel demand of the en ine is for 75% delivery of fuel from the chamber through the passage 65, necessitating a 25% spill through the passage The mete valve 58 will as a consequence automatically positioned under the control of the instrumentalities 38 so that the required amount of spzll and of discharge will take place.

Upon rnov ment of pumping plunger to the right as viewed in l at the commencement of the cycle, fuel is drawn into suction and discharge chamber ti l through all of intake and ports 32 simultaneously. The circui; nt of the ports 32 and passages is so designed accoi to engineering exigencies that each port a remain in least partial registry with a 6:? during substantiall the entire intake stroke of the plunger, at which time the latter rotates through an angle of 30. Thus, if the circular extent of each intake passage on the inside circumference of the cylindrical bore represents a li and the circular extent of the intake ports is also 14, then the leading edge of each plunger port will have moved into full registry at 14 the trailing edge will move out of registry at 28, leaving 2 for seal, at the beginning discharge stroke, for the total of the 30 at which time the plunger has completed its full suction str -e; the suction and discharge chamber O l is at its maximum volume and the chamber is Mlled with fuel which has simultaneously been drawn into the same throu h all of the ports and passages 8Q.

During the intake stroke of the pumping plunger 48 in the first 60 of the engine cycle, the discharge port 60 will be out of register with the discharge passages 65 in the pump body or casing. At the same time the spill ports 93 are out of register with the spill passages cc and Thus there will be no spill of fuel at any true during the intake stroke of the pumping plun er.

t the end of the suction stroke and commencement of the pumping stroke of the pump plunger, the discharge port til comes into reg with the discharge passage 66 while one of spill ports 9t comes into register with thee passage 52 due to continued rotation of thv pumping plunger and thereafter the degree o registry between the port t and passage progressively increases. Depending upon the particular angular setting of the metering vave d, the spill passage 85 in the valve may occu a position wherein movement of the passage into register with the passage 52 will cause passages 85 and 52 to be bridged by the 9d and thus the degree of spill which will it place during this portion of the engine cycle will depend entirely upon the setting of the meter valve 50 and the relation of the passage 3 the passage 52. Assuming that the spill sage 86 in the metering valve 50 overlaps the spill passage 52 in the casing section it by l S to at the commencement of the discharge stroke when the spill port 00 is well in registry with the spill passage 85, the actual spill portion of the cycle takes place and continues to exist until such time as the trailing edge of the port til leaves the trailing edge of the passage 85. At this point the spill passage 823 in the metering valve 50 is completely out off by the port so in the pumping plunger iii and fuel remaining in the suction and discharge chamber 94 is then forced through the groove l3, discharge port till and discharge passage 66 leading to the No. 1 cylinder of the engine. Since l has been consumed for the spill operation, the remaining 22 is applied to the discharge of fuel through the passage 03. It Will be understood, of course, that at 30 in the cycle, the pumping plunger all will have been rotated to a point where the trailing edges of each of the intake ports 82 will have moved out of registry with the respective intake passages Ed, thus sealing these passages against return of fuel to the space 26 so that the only outlet remaining for the chamber 94 is through the groove l0, port 8t and passage 65.

During that portion of the cycle extending from 60 to wherein fuel is applied to the No. 2 cylinder, all of the intake ports 82 again move into registry with the intake passages lid and remain in registry therewith While the pumping plunger it performs its suction stroke. Following the end of the suction stroke of the plunger t3 and the beginning of its discharge stroke, the leading edge of the next adjacent spill port as (i. e. the spill port for the No. 2 cylinder of the engine) moves into registry with the spill passage 52 and the cycle of events set forth in connection with the No. 1 cylinder of the engine is repeated. Ehese repetitious operations, each involving a different spill port, are repeated throughout the 360 pump cycle until such time as fuel injection to each of the six engine cylinders has taken place at which time a second pump cycle will commence.

In the time chart of Fig. 19 the heavy lines represent actual fluid flow through the designated pump ports or passages, as the case may be. The dotted lines represent relative port and passage positions. Thus during the first onesixth cycle, the single discharge port 89 in the pumping plunger (see also Fig. 1) is available for fuel discharge through the N0. 1 passage 68; during the second one-sixth cycle the single discharge port Si} is available for discharge through the No. 2 passage 65, etc. The single spill passage 52 in the casing section it is always available and is brought into registry with the successive spill ports as at the commencement of each discharge stroke of the plunger it, i. e. at 36, Q0", etc. The successive discharge passages 66 in the casing section is labeled 1, 2, 3, etc. are likewise available at 30, 90, 150, etc. for registry with the single discharge port 8-0. For l spill and 22 discharge, the spill passage St is shown in full lines as being offset from the fixed spill passage 52 so that the trailing edge or" the No. 1 spill port 93 will remain in registry with the passage 85 for 7 during the discharge stroke or the plunger 58 and will move out of registry with the trailing edge of the passages lit at 37 thus sealing the passage against further spill and marking the commencement of the actual discharge of fuel through the discharge port til. This operation is repeated at 97 in the cycle and involves the next succeeding or No. 2 spill port 9d.

Inthetimingijchart of Fig.12O, only'the first one-sixth of thezpump cycle has been shown inthis instanc'e,.,the.spill passage 85 is completely out of register with the spill passage 52. Although the successivespill ports 90 communicate with the. spill passage .52 for the entire discharge stroke, no spill of ,fuel through the passage 52 will occur inasmuch as the spill passage 53, in the metering valve, 50, has been bypassed by port 9&1 and is thus out of registry therewith. In other Words,'at thetime of the discharge stroke of the plunger .48, the trailing edge of each spill port so will have. moved,.'out of register with the spill passage;.86.;.;In such .an' instance, since there is no spill,.of fuel-,1 100% or maximum delivery of fuel through the .discharge port 66 will take place.

In Fig. 2l.the spill passage as is shown as being in full registry with the spill passage 52 and, in such'an instance, spill of fuel will take place duringtheentire' discharge or pumping stroke or" the pumping plunger es. The leading edge of each spill port 98 'will move into register with the, spill passage 52 and remain in registry through the discharge or pumping stroke of plunger "$8. With the metering valve positioned for full s'pill,.i when the pumpin stroke actually commences, complete register of the spill passage 86 with the spill port 96 and with the spill passages 52 will be in effect and registry thereof will remain in effect throughout the entire pumping stroke of the piston so that fuel entrapped within .the suction and discharge chamber 94. will bedisch'arged' through the spill passage 52 and not through thedisoharge passage 55.

As previously"'stated, the angular position of the meterihg varvetu is adapted to be varied under the control of "the density of air existing in the 'intakeman'ifold of the internal combustion engine'in' order that the position of partial registry'b'etween theispill passage 85 in the metering valvetll'andthe'fixed spill passage 52 in the casing section Ill'inay be varied accordingly. The control mechanism 38- by means of which the angulan pdsition of the metering valve 50 may 4 be-variedis bestillustrated in Figs. 1, '7 to 12 inclusive, 15 and :16. In Fig. '7 the control mechani'sm"38" is*shiown as being, in turn, controlled under the influence or" the diaphragm assembly 42 disposedfwithinthe housing as while in Fig.

15, apistonassembly M, likewise enclosed within the housing lii -has been substituted for the diaphragml'asseinbly 222 of Fig. 7

"csmassemm 38, whether diaphragm operated or pistoh'op'erated, remains in substantially the same form. This cam assembly is enclosed within the space 36 provided in the easing section 18 and includes an adjustable supportingplate I59 which is held in proper position against lateral shifting within the space 36 by means'bf a'clamping washer I 52 which loosely bears'against the plate on one side thereof and which ,on the other side bears against a shoulder I54 provided on the adjusting screw IIQ. A clearance slot I55 (Figs. '7 and 15) is provided in the plateQIEl) 'toaccommodate the reduced end I Hi of the adjusting screw H 5.

Thesupporting'plate I is provided with an opening I5? in the upper right hand corner thereof as viewed in Figs. 7 and and an adjusting pin" I 56projectsthrough the opening for the purpose of adjusting'the elevation of the plate. The adjusting pin I5'6'is eccentrically disposed on the end face of an ladjusting shaft I58 rotatably mounted in'the wall of the casing section I0 12 (Figs. 8,9 and i0) and is held in position by means of retainin collar I58 secured'by means of an anchoring screw it; to the casing section id. The outer end of the adjusting shaft 153 may be squared as at i81- for reception thereof of a suitable operating lever IE6 by means of which the angular position of the shaft I58 may be varied or regulated. The lower end of the supporting plate I56 has secured thereto by means of rivets I63 an elongated guide channel or bracket Elli. A guide post IE2 (Fig. 7) secured in the bottom wall of the casing section It has one end thereof projecting upwardly within the space 33 and extending into a guide hole IM provided in the guide channel or bracket lid. From the above description it will be seen that by turning the adjusting shaft I58 in one direction or the other the elevation of the supporting channel Il=3 may be varied within limits. The lever I65 may be manually controlled or it may be automatically controlled under the influence of a pressure responsive device 'or a temperature responsive device or a combination of the two to accommodate the varying fuel supply demands of the internal combustion engine at different atmospheric pressures or temperatures.

Referring now to Figs. '7 to 10 inclusive. a laterally shiftable cam guide plate I853 (see also Fig. 1'7) of elongated generally rectangular design is slidably disposed within the channel shaped guide member 1153. The guide plate I88 is provided with a slot M2 at one end thereof in which there is loosely received a transverse pin I84 carried on a hub 535 provided on a cup-shaped plate I823 centrally mounted on a flexible diaphragm i911, the peripheral regions of which are oiamped by means of the clamping bolts 4I between the end faces of casing sections Ii] and 59 as clearly shown in Fig. '7. The guide plate 526 is thus shiftable laterally within the guide bracket I'Iil under the influence of the diaphragm I98. A cam plate I92 (see also Fig. 18) has one end thereof pivotally' secured as at use to the guide plate I88 in the vicinity of the slot I82 and this latter cam plate I92 occupies a position in close proximity to or in face-to-face contact with the plate I86 and is substantially co-extensive therewith. The cam plate I92 is formed with an elon'gated cam slot I95 therein and a registering clearance slot I98 of somewhat greater width thanthe cam slot I96 is provided in the plate I80.

The operating'link I22 carries at its lower end a laterally projecting cam follower pin 'Zilil (Fig. 8) which projects through the slots I96 and IQB provided in the plates I92 and I88 respectively, and which also projects through a vertically disposed slot 202 provided in the supporting plate I5 3 as well as through aslot 265 provided in the face of the guide channel I18. The cam slot I9$ in the cam plate-i922 is accurately formed so as to have a generally horizontal linear extent Hits and a generally upwardly sloping extent I961).

An adjusting shaft" 2% (Figs. 9 and 12) is rotatably mounted in the wall of the casing section I0 and is provided with a'squared end 201 to which there is secured" an operating lever 268. The shaft 2% carries'at its inner endan eccentric pin 2 I0 which passes through the upper end of an adjusting link 2I 2. The'lower'endof the adjusting link 2I2' is provided with alateralprovided in the guide plate I80 and through a slot 2l6 (Fig. '7) provided in the supporting plate I5Il. The pin 2M serves as a guide member for controlling the angular position of cam plate H92 when the latter, together with the guide plate Hill, is shifted bodily as a unit. Since the guide pin 234 extends through the generally horizontal portion 596a of the slot I96, substantially no tilting movement will be applied to the cam plate H2 as the guide plate I80 is moved in either direction under the influence of the transverse pin I34.

A coil spring 2!? (Figs. 7 and 8) has its lower end secured to a lug 2I9 which is held in position by one of the rivets I68 which clamps the guide channel I'M and guide plate I86 together and the other end of the spring is attached to a spring 22! carried on the eccentric pin I29. The coil spring serves to take up any slack existing between the cam plate assembly and the operating link I22.

From the above description it will be seen that upon lateral shifting movement of the guide plate 583 and cam plate I92 bodily in one direction or the other, the cam follower pin Zllil will ride the cam slot I96 and, because of the fact that the guide pin 2M maintains the cam plate I92 in its same general position of angularity, the position of elevation of the cam follower pin 2% will be shifted upwardly or downwardly under the camming influence of the edges of the inclined portion I95?) of the cam slot ltd. Upward movement of the cam follower pin 20% will serve to apply torque through the medium of the operating link I22 and eccentric pin I2t to the collar H2 of the metering valve 50, thus imparting to the collar H2 and metering valve 5% counterclockwise increments of rotation. Similarly, downward movement of the cam follower pin 2% will impart clockwise increments of rotation to the collar H2 and metering valve 50.

A consideration of the variable metering and distribution of fuel to the various discharge passages 65 leading to the different engine cylinders as determined by the position of the metering Valve 59 may be had by reference to Figs. 1, 12, 13 and 14: when taken in connection with the timing charts of Figs. 19, 20 and 21. When the angularity of the metering valve as is such that the spill passage 85 formed therein is in complete register with the spill passage 52 provided in the casing section Iil,100% spill of fuel takes place through these passages during the discharge stroke of the pumping plunger d8 so that there is no discharge whatsoever of fuel through any of the discharge passages 65.

In Fig. 14 the two spill passages 86 and 52 are shown in complete register. This condition is represented in the timing chart of Fig. 21. As each of the spill ports 90 approaches a position of register with the spill passage 86 during the suction stroke of the pumping plunger 48, no spill of fuel will take place since the spill passage til is out of registry with the spill passage 52. At the beginning of the discharge stroke the port 90 moves into register with the passage 52 and spill of fuel commences and will continue until such time as the edge of the passage 86 is cut off by the trailing edge of the spill port 99. The leading edge of the spill port 90 moves into register with the spill passage 86 prior to the completion of the intake stroke of the pumping plunger but since the leading edge of the spill port 90 does not yet register with the spill pas- 1'4 sage 52 in the pump body, such communication between the spill passage 86 and the spill port 90 has no function and no fuel spill through these passage will take place. At 30 in the pump cycle when the No. 1 spill port 90 moves into register with the spill passage 52 at the beginning of the discharge stroke of the plunger 48, actual spill of fuel through the passage 86, port at and passage 52 takes place. This spill of fuel is continued throughout the entire discharge stroke of the pumping plunger. The same cycle of events will take place for each of the remaining engine cylinders throughout the balance of the 360 pump cycle.

The above description refers to the extreme case Where a complete shut-off of fuel to the engine is effected. For full throttle position of the metering valve 59 where maximum fuel supply to the engine is effected, the metering valve 50 will. be rotated in a counterclockwise direction as viewed in 12 to a point shown in the timing chart of Fig. 20 wherein the spill passage in the metering valv 58 is completely out of register with the spill port 96 While the spill port is in registry with the spill passage 52. This condition is also shown in Fig. 13 where the passage as has been cut off by the plunger port 98 before this port comes into registry with the passage 52. As the No. l spill port 63 in the pumping plunger 38 approaches its position of complete registry with the spill passage 52 during the discharge stroke of the pumping plunger, the port 3:: will actually overlap and connect the two passages 36 and 52. However, even when the discharge stroke is in effect, no fuel will flow or spill from the passage 52 through the port 90, because this port is no longer in registry with the passage 86. When the spill port 53 3 moves intoregister with the spill passage 52, at the beginning of the discharge stroke of the plunger 48, the trailing edge of the passage litwill have moved out of register with the spill port 85. ihus, no spill of fuel will take place during the discharge stroke and all fuel entrapped within the suction or discharge chamber will be applied to the No. 1 discharge Dassage 36 through the discharge port 88 which moves into register with this discharge passage 66 at the commencement of the discharge stroke and which remains in register therewith throughplunger.

holding ball valve 56 in th conical valve seat 5%.. This prevents all spill irrespective of the relative position of the passage 8 in the valve 58, and the port 86 in the pumping plunger 48.

Referring now to 12, it will be seen that in the first extreme condition of complete fuel shutoff to the engine as outlined above, the cam follower pin 2% will be in its lowermost position so that the collar i 52 on the metering valve 58 will assume its extreme clockwise limiting position. The cam assembly, including the guide plat I80 and cam plate 592, will have been moved to its extreme right hand position so that the cam follower pin 2% will be contained within the horizontal portion E9841 of the slot I96.

In the other extreme condition wherein maximum supply of fuel to the engine is attained, the metering valve 5E! will assume its limit of counterclockwise motion and the cam follower pin 200 willoccupy a position in the upper end of the inclined portion I952) of th cam slot 5% and, as a consequence, the cam assembly 189 and E92 will occupy its extreme left hand position.

In actual practice the condition of complete fuel shut-01f to the engine is seldom attained or desired inasmuch as the usual idling condition for the engine is ordinarily in effect so that the engine will not stall when pressure on the throttle or accelerator pedal is released. The proper idling condition of the engine may be effected by adjusting the angularity of the operating shaft 206 (Figs. 9 and 11). When the operating shaft 205 is adjusted so that the eccentric pin Eli) formed thereon assumes an elevated position, the connecting link 2 [2 will be elevated bodily so that the guide pin 2 is at the lower end thereof will become elevated in the restraining slot Ell and, as a consequence, the cam plate !.@2 will be tilted about its pivotal point of connection I at throughout a slight degree of angularity. Such tilting movement of the cam plate I92 serves to elevate the so-called idle portion represented by the extent itfia of the cam slot $95 so that when the cam assembly 188, 592 is moved towards its extreme right hand position, the cam follower pin 2 6p will move into this elevated portion i960: the slot ESQ. The elevation of this portion of the cam slot 198 may be so adjusted by manipulation of the shaft 2% that the desired adjustment of engine idling will be attained. In such an event the spill passage 86 provided in the meterin valv 50 will assume a degree or almost total registry with the spill port E9 in the plunger 53 so that a large amount of fuel is discharged through the spill passage 85, spill port 9d and spill passage 52 at the beginning of the pumping stroke of the plunger 48 with the small remainder of fuel for engine idling purposes being forced outwardly through the discharge ports 56 in the order of firing of the engine cylinders. This adjustment for idling purposes is not to be confused with the normal idling fuel adjustment vhich is provided by the low end of the cam slope as it moves to the left under the effect of the low manifold pressure or vacuum introduced through the passage 230, 232.

Referring again to the timing diagram of Fig. 19, the spill passage 86 in the metering valve to is shown as occupying an angular position wherein a 7 spill of fuel through the spill passage 52 is attained while a 22 injection of fuel to the engine takes place. This condition is virtually a full throttle condition of the engine and is a condition that may be encountered during the normal operation of the engine. For an idling condition of the engine, the degree of fuel spill might be as high as 95%. According to the diagram of Fig. 19 the spill passage 55 overlaps the spill passage 52 by one-fourth of the entire circumferential extent of this latter passage. It will be understood that the metering valve 5c is positioned for each load, or fuel demand, of the engine, the automatic positioning being a function of the control mechanism with adjustments being provided for tuning the engine or for meeting chan ng operating conditions.

As previously stated, the movements of the cam plate assembly its, E92, are efiected under the control of the density of air existing in the intake manifold of the internal combustion engine and toward this end the diaphragm control mechanism '32 of Fig. '7 and the piston control mechanism 44. of Fig. may be employed. The diaphragm assembly 42 which is housed within at and bears at one end against the medial re-' gions of the diaphragm I and plate E88, and bears at the other end. against a closure member 223 which serves to close one end of the casing 49 and which is secured to the latter by means of studs 226. A retaining plate 22% is held in position by means of anchor screws 228 and serves to anchor one end of the spring 220 in position on the plate 222.

The casing ill is provided with an inlet opening 23s which communicates with a conduit 232 leading to the intake manifold of the internal combustion engine so that the pressure of air existing within the interior of the casing fill will be equalized with the pressure existing in the intake manifold.

From the above description it will be seen that when the fuel demand of the engine is relatively low as evidenced by a pressure drop in the intake manifold of the internal combustion engine, this pressure drop will be reflected through the conduit 232 to the interior or the casing section .0 and the diaphragm its will be affected so as to cause the plate member I38 secured thereto to move to the right, against the compression of the spring 222, as viewed in '7, thus carrying with it the pin E85. Movement of the pin lS l to the right will cause bodily movement of the entire movable cam plate assembly i833, 192 to the right, so that the pin 2% will move downwardly in the cam slot led and impart a degree f clockin -c motion to the operating collar H2 on the metering valve 59. Such movement of the metering valve til will cause the various spill ports 96 to move out of register with the spill passage 86 in the metering valve 5d at a later point in the pump cycle, thereby lengthening the spill period and shortening the discharge period of the cycle. Conversely, when a pressure increase is experienced in the interior of the casing section as, the diaphragm its will be affected so that the pin ltd and cam plate assembly 589, Hill are moved to the left, thus elevating the pin see and causing the metering valve iii to be rotated in a counterclockwise direction. Such rotation of the metering valve will cause the spill ports E5 to move out of register with the spill passage 85 at an earlier point in the pump cycle, thus decreasing the spill period and increasing the discharge period so that more fuel will be supplied to the engine.

In Fig. 15 the control mechanism 33 is shown as being operated under the control of the piston assembly it in lieu of the diaphragm assembly 62 employed in connection with the form of the invention shown in Fig. 7. The control mechanism 38 of Fig. 15 remains substantially the same as the control mechanism 3 5 of 7 with the exception that the inclined portion of the cam slot 195 is provided with a relatively steep slope iiific in the vicinity of the juncture between the horizontal linear portion Relic.

Whereas in Fig. 7 the linear horizontal portion of 196a of the cam slot tilt is employed for idling adjusting purposes, this portion of the cam slot I96 in Fig. 15 may constitute a complete shut-off point for interrupting the supply of fuel to the internal combustion engine. The sharply in clined sloping portion i950 of the cam slot may be utilized for fuel cut-off purposes. In such an evell i, the length or the link 2|2 and the rate of the spring 222 may be designed so that when the pump is adjusted for engine idling purposes, the pin 215. Will be disposed within the inclined portion i960 of the slot I96. Thus, if the pressure of air in the intake manifold of the internal combustion engine drops below that ordinarily employed for idling purposes, the cam plate I92 will be moved to an extreme right hand position as viewed in Fig. 15 so that the cam follower pin 2% will ride outwardly in the linear portion Nita of the slot I85 and cause the collar H2 to be rotated in a clockwise direction to a point where 100% spill of fuel as previously described in connection with the timing chart of Fig. 21 takes place. The provision of this type of slot its which accommodates a complete shut-off of fuel to the engine is not necessarily limited to use in connection with the piston control assembly id as it may well be employed in connection with the diaphragm control assembly 42. In fact, the specific shape of the cam slot may be varied to accommodate the various fuel delivery requirements or preferences for diiferent engines.

In both Figs. 7 and 15 the same characters of reference have been employed for the corresponding parts in the two views to avoid needless repetition of description. The piston assembly it includes a piston 249 which f ts snugly within the cylindrical interior of the casing sec tion ii) and which is slidable therein. The spring 222 extends into the skirt portion 2&2 provided on the piston and bears against the piston at one end and at the other against the closure plate 223. The piston is provided with a hub 2M; similar to the hub l 86 provided on diaphragm of Fig. 10 and the hub 24d carries the transverse pin I85 which projects into the slot m2 provided in the cam plate guide member 588.

The operation of the piston control mechanism M is similar to that of the diaphragm control mechanism #12. The position of the piston 2% which is operated upon by the compression spring 252 within the casing section 6! is dependent upon the density of air existing in the intake manifold of the internal combustion engine and movement of the piston to the right or left, as viewed in Fig. 15, will cause elevation or lowering of the cam follower pin and consequent angular adjustment of the metering valve The invention is not to be limited to the exact arrangement of parts shown in the accompanying drawings or description in this specification as various changes in the details of construction may be resorted to without departing from the spirit of the invention. Only insofar as the invention has been particularly pointed out in the accompanying claims is the same to be limited.

I claim as my invention:

1. In a fuel pump, a casing having a cylindrical bore provided with an inlet passage, an outlet passage, and a spill passage; a hollow cylindrical pumping plunger mounted for rotation and reciprocation within said bore and having an inlet port, an outlet port, and a spill port extending through the wall thereof, a cylindrical metering valve member disposed within said pumping plunger, said valve member and plunger presenting therebetween a variable-volume intake and discharge chamber, there being a spill passage formed in said metering valve member in constant communication with said chamber, said inlet port and inlet passage being arranged for communication during axial movement of the rotating plunger in one direction, said outlet port and outlet passage being arranged for communication during movement of the rotating plunger in the other direction, said spill port being arranged for simultaneous communication with said spill passages during at least a portion of the movement of said piston in said latter direction; and means for rotating and reciprocating said pumping plunger.

2. In a fuel pump, a casing having a cylindrical bore provided with a plurality of inlet passages, a plurality of outlet passages, and a spill passage; a hollow cylindrical pumping plunger mounted for rotation within said bore, said plunger having an inlet port, an outlet port and a plurality of spill ports formed in the wall thereof, said plunger being movable axially in one direction to perform an intake stroke and axially in the other direction to perform a discharge stroke; a cylindrical metering valve member disposed within said pumping plunger, said valve member and plunger presenting therebetween a variable volume intake and discharge chamber, there being a spill passage formed in said metering valve member in constant communication with said chamber, each of said inlet ports being arranged for communication with one of said inlet passages during movement of the rotating plunger through its intake stroke, said outlet port being arranged for successive communication with said outlet passages during successive movements of the pumping plunger through its discharge stroke, said spill ports being arranged to successively establish communication between said spill passages during at least a portion of said discharge stroke; and means for rotating and reciprocating said pumping plunger.

3. In a fuel pump, a casing having a cylindrical bore provided with a plurality of inlet passages, a plurality of outlet passages, and a spill passage; a hollow cylindrical pumping plunger mounted for rotation within said hole, said plunger being movable axially in one direction to performan intake stroke and axially in the other direction to perform a discharge stroke, said plunger havinga plurality of inlet ports, an outlet port, and a plurality ofspill ports extending through the wall thereof; a cylindrical metering valve member rotatably disposed within said pumping plunger and capable of limited angular turning movement about its longitudinal axis, said valve member and plunger presenting therebetween a variable-volume intake and discharge chamber, there being a 'spill passage formed in said metering valve member in constant communication with said chamberand movable upon turning movement of the valve member into different degrees of register with said first mentioned spill passage, each of said inlet ports being arranged for communication with one of said inlet passages during movement of the rotating plunger through its intake stroke, said outlet port being arranged for successive communication with said outlet passages during successive movements of the pumping plunger through its discharge stoke, said spill ports being arranged to successively establish communication between said registering spill passages during at least a portion of said discharge stroke; means for adjusting the angular position of said metering valve; and means for rotating and reciprocating said pumping plunger.

4. In a fuel pump, a casing having a cylindrical bore provided with a plurality of inlet passages, a plurality of outletpassages arranged '19 in circumferentially spaced relation in a common radial plane, and a spill passage; a hollow cylindrical pumping plunger mounted for rotation within said bore, said plunger being movable axially in one direction to perform an intake stroke and axially in the other direction to perform a discharge stroke, said plunger having a plurality of inlet ports arranged in circumferentially spaced relation in a common radial plane, a cylindrical metering valve member disposed within said pumping plunger, said valve member and plunger presenting therebetween a variable-volume intake and discharge chamber, there being a spill passage extending through said metering valve member in constant communication with said chamber, each of said inlet ports being arranged for communication with one of said inlet passages during movement of the rotating plunger through its intake stroke, said outlet port being arranged for successive communication with said outlet passages during successive movements of the pumping plunger through its discharge stroke, said spill ports being arranged to successively establish communication between said spill passages during at least a portion of said discharge stroke; and means for rotating and reciprocating said pumping plunger.

5. In a fuel pump, a casing having a cylindrical bore provided with an inlet passage, an outlet passage, and a spill passage; a hollow cylindrical pumping plunger mounted for rotation and reciprocation within said bore and having an inlet port, an outlet port and a spill port extending through the wall thereof; a cylindrical metering valve member disposed within said pumping plunger and capable of limited turning movement about its longitudinal axis, said valve member and plunger presenting therebetween a variable-volume intake and discharge chamber, there being a spill passage formed in said metering valve member in constant communication with said chamber and movable upon turning movement of the valve into different degrees of register with said first mentioned spill passage, said inlet port and inlet passage being arranged for communication during axial movement of the rotating plunger in one direction, said outlet port and outlet passage being arranged for communication during movement of the rotating plunger in the other direction, said spill port being arranged to establish communication between said spill passages when the latter are at least partially in register during a portion of the movement of said piston in said latter direction; and means for rotating and reciprocating said pumping plunger.

6. In a fuel pump, a casing having a cylindrical bore provided with an inlet passage, an outlet passage and a spill passage; a hollow cylindrical pumping plunger mounted for rotation and reciprocation within said bore and having an inlet port, an outlet port and a spill port extending through the wall thereof; a cylindrical metering valve member disposed within said pumping plunger, said valve member and plunger presenting therebetween a variable-volume intake and discharge chamber, there being a spill passage formed in said metering valve member in constant communication with said chamber, said inlet port and inlet passage being arranged for communication during axial movement of the rotating plunger in one direction, said outlet port and outlet passage being arranged for communication during movement of the rotating plunger in the other direction, said spill port being arranged for simultaneous communication with said spill passages during at least a portion of the movement of said piston in said latter direction; a cam surface formed on one end of said pumping plunger; an unyielding. cam member carried by said casing; means yieldably urging said pumping plunger axially in a direction to bring said cam surface into engagement with said cam member; and means for rotating said pumping plunger.

'7. In a fuel pump, a casing having a cylindrical bore provided with a plurality of inlet passages, a plurality of outlet passages, and a spill passage; a hollow cylindrical pumping plunger mounted for rotation within said bore, said plunger being movable axially in one direction to perform an intake stroke and axially in the other direction to perform a discharge stroke, said plunger having a plurality of inlet ports, an outlet port, and a plurality of spill ports extending through the wall thereof; a cylindrical metering valve member rotatably disposed within said pumping plunger and capable of limited angular turning movement about its longitudinal axis, said valve member and plunger presenting therebetween a variable-volume intake and discharge chamber, there being a spill passage formed in said metering valve member in constant communication with said chamber and movable upon turning movement of the valve member into different degrees of register with said first mentioned spill passage, each of said inlet ports being arranged for communication with one of said inlet passages during movement of the rotating plunger through its intake stroke, said outlet port being arranged for successive communication with said outlet passage during successive movements of the pumping plunger through its discharge stroke, said spill ports being arranged to successively establish communication between said registering spill passages during at least a portion of said discharge stroke; a pressure responsive device for adjusting the angular position of said valve; and means for rotation and reciprocating said pumping plunger.

8. In a fuel pump, a casing having a cylindrical bore provided with an inlet passage an outlet passage and a spill passage; a hollow cylindrical pumping plunger mounted for rotation and reciprocation within said bore and having an inlet port, an outlet port and a spill port extending through the Wall thereof; means for rotating and reciprocating said pumping plunger; a cylindrical metering valve member rotatably disposed within said pumping plunger and capable of limited turning movement about its longitudinal axis, said valve member and plunger presenting therebetween a variable intake and discharge chamber, there being a spill passage formed in said metering valve member in constant communication with said chamber and movable upon turning of the valve member into different degrees of register with said first mentioned spill passage, said inlet port and inlet passage being arranged for communication during axial movement of the rotating plunger in one direction, said outlet port and outlet passage being arranged for communication during movement of the rotating plunger in the other direction, said spill port being arranged for simultaneous communication with said spill passages during at least a portion of the movement of said piston in said latter direction; an eccentric pin mounted on said valve member; a link pivotally connected at one end to said pin; a cam follower on the other end of said link; a shiitable cam member cooperating with said cam follower operable upon shifting movements thereof to vary the position of said cam follower and consequently or said metering valve member; and pressure responsive means for shifting the posi tion of said cam member.

9. A fuel pump for delivering measured quan-- tities of fuel to an internal combustion engine, comprising a cylinder having a fuel inlet and a fuel outlet, a pumping plunger disposed within cylinder movable through a suction stro e to draw fuel into the cylinder through inlet and through a discharge stroke to discharge fuel through said outlet, said plunger and said cylinder having respective spill ports, a metering valve member movable in opposite direotions to the amount of fuel delivered by said plunger to said discharge outlet, said valve member having means for selectively interconnecting said spill ports, and a control device connected to said metering valve member for moving said valve member and thereby varying the output or" said pump.

10. A fuel pump for delivering measured quantities of fuel to an internal combustion engine, comprising a cylinder having a fuel inlet, a outlet and a separate spill port in said cylinder, a pumping plunger movable through a suction stroke to draw fuel into the cylinder through said inlet and movable through a charge stroke to discharge fuel through outlet, plunger having a spill port, and a metering valve ber movable in opposite directions to regulate the amount of fuel delivered by p unger to said discharge outlet, valve member haw ing means for selectively interconnecting, said port".

11. A fuel pump for delivering measured quantitles of fuel to an internal combustion engine, comprising a cylinder having a fuel inlet and a fuel outlet, a pumping plunger disposed within said cylinder and movable through a suction stro e to draw fuel into the cyli .der through '1 inlet through a discharge stroke to dis charge fuel through said outlet, a metering valve member movable in opposite directions to reguto said discharge outlet, a movable control inemher, a reciprooable earn plate -ovable linearly opposite directions, means operatively cond movable control member parting movements of the former there being a slot formed in pin loosely disposed in said earn slot, and a linl; operatively connect-- said follower pin and metering valve memher for translating the movements of the former to the latter.

12. A fuel pump for delivering measured quantities of fuel to an internal combustion engine, comprising a cylinder having a fuel inlet and a fuel outlet, a pumping plunger disposed. within saia cylinder and movable through a suction stroke to draw fuel into the cylinder through said inlet and through a discharge stroke to discharge i'uel through said outlet, a metering valve member movable in opposite directions to regulate the amount of fuel delivered by said plunger to said discharge outlet, a movable control element for adjusting said valve member, a reciprocable guide plate mounted for linear movement in opposite directions, means operatively connecting said guide plate and movable control element for to the latter. s can. plate, a follower translating the movements ofthe latter to the former, a cam plate pivotally secured to said guide plate and movable bodily therewith, there being a cam slot formed in said cam plate, a follower pin disposed in said slot, a link operatively connecting said follower pin and metering valve member for translating the movements of the former to the latter, a guide pin disposed in said slot, an operating link, connected to said guide pin, and means for adjusting the position or said operating link to vary the position of said guide pin and consequently vary the position of said cam plate relative to said guide plate.

13. A fuel pump for delivering measured quantitles of fuel to an internal combustion engine, comprising a cylinder having a fuel inlet and a fuel outlet, a pumping plunger disposed within said cylinder and movable through a suction stroke to draw fuel into the cylinder through said inlet and through a discharge stroke to discharge fuel through said outlet, a metering valve member movable in opposite directions to regulate the amount of fuel delivered by said plunger to said discharge outlet, a movable control member for varying the output of said pump, a fixed guide channel provicing linear guideways, a guide plate slidably disposed in said guideways, means operatively connecting said guide plate and movable control member for translating the movements of the latter to the former, a cam plate pivotally secured to said guide plate and movable bodily therewith, there being a cam slot in said guide plate having a portion inclined with respect to the axis of reciprocation of the guide plate, said slot being formed with an extension parallel to the axis or" reciprocation of said at de plate, a follower pin disposed in the inclined portion of said slot, a link operatively connectig said follower and metering valve for changing the position of the latter upon linear movements of the cam plate, a guide pin disposed in said slot extension, an operating link connected to said guide pin, and means for adjusting the position of said operating link to vary the position of said guide pin.

14. In an apparatus for supplying fuel to an internal combustion engine, a fuel injection pump connected to the engine and including an angularly adjustable fuel metering valve movable to vary the iuel supplied to the engine, pressure responsive means for varying the setting of the metering valve comprising a movable pressure responsive member, a guide channel, a reciprocable guide plate slidably disposed in said channel, means connecting said guide plate and movable pressure responsive member for movement in unison, a cam plate pivotally secured adjacent one end to said guide plate and movable bodily with the guide plate, there being a cam slot formed in said cam plate having a longitudinally extending portion and a second portion inclined with respect thereto, a follower pin disposed within the inclined portion of said slot, an operating link connecting said follower pin and metering valve for translating the movements of the follower pin into angular movements of the metering valve, a guide pin disposed in the longitudinally extending portion or saidslot, and adjusting link connected to said guide pin, and means for adjustingthe position of said adjusting link to vary the position of said guide pin and consequently to vary the angular position of said cam plate relative to-said guide plate to thus vary the path of movement of said follower pin.

15. In an apparatus for supplying fuel to an 23" internal combustion engine, a, fuel injection pump connected to the engine and including an angularly adjustable fuel metering valve member movable to vary the fuel supplied to the engine, pressure responsive means for varying the setting of said angularly adjustable metering valve comprising a pressure responsive member, a cam plate mounted for linear reciprocable movement in opposite directions, there being a cam slot formed in said cam plate, a follower pin disposed within said slot, an operating link having one end thereof connected to said follower and having the other end thereof pivotally connected to an eccentric point on said metering valve for translating the movements of said cam follower into rotary movement of the metering valve, and means operatively connecting said cam plate and pressure responsive device for translating the movements of the latter to the former.

16. In an apparatus for supplying fuel to an internal combustion engine, a fuel injection pump connected to the engine and including an angularly adjustable metering valve for varying the fuel supplied to the engine, means for varying the setting of the metering valve comprising a movable pressure responsive member, a cam plate mounted for linear reciprocation in opposite di rections, there being a cam slot formed in said cam plate, a cam follower disposed within said cam slot, means connecting said cam plate and pressure responsive member for movement in unison, and an operating link connecting said cam follower and angularly adjustable metering valve.

17. A fuel injection apparatus for delivering measured quantities of fuel to an internal combustion engine, said apparatus comprising a casing providing a cylinder having a fuel inlet and a fuel outlet, a pumping plunger movable through a suction stroke to draw fuel into the cylinder through said inlet and movable through a discharge stroke to discharge fuel through said outlet, a metering valve member rotatably disposed within said cylinder and capable of angular turning movement in opposite directions to regulate the amount of fuel delivered by said plunger to said discharge outlet, a control device having a movable control member, a guide plate operatively connected to and movable with said movable control member, a cam plate pivoted to said guide plate and movable bodily therewith, there being a cam slot formed in said cam plate and inclined relative to the axis of movement thereof, a cam follower disposed within said slot and capable of lateral displacement upon reciprocation of said cam plate, an operating link having one end thereof connected to said cam follower and having its other end connected to an eccentric point on said metering valve member whereby the displacements of said cam follower will effect turning movement of said metering valve, and means for manually adjusting the inclination of said cam plate relative to said guide plate to vary the displacements of said cam follower upon reciprocation of said cam plate.

18. A fuel pump for delivering measured quantities of fuel to an internal combustion engine, comprising a cylinder having a fuel inlet and a fuel outlet, a pumping plunger disposed within said cylinder and movable through a suction stroke to draw fuel into the cylinder through said inlet and movable through a discharge stroke to discharge fuel through said outlet, said plunger and said cylinder having respective spill ports for spilling fuel during the discharge stroke, an angularly adjustable metering valve member operable when in one angular position of adjustment to maintain a predetermined volume of fuel delivery by said pumping plunger at each discharge stroke thereof and operable when in another angular position of adjustment to maintain a different predetermined volume of fuel delivery by said pumping plunger at each discharge stroke thereof, said valve member having means for selectively interconnecting said ports and pressure responsive means for adjusting the angular position of said metering valve.

19. A fuel pump for delivering measured quan- I tities of fuel to an internal combustion engine, comprising a cylinder having a fuel inlet and a fuel outlet, a pumping plunger disposed within said cylinder and movable through a suction stroke to draw fuel into the cylinder through said inlet and movable through a discharge stroke to discharge fuel through said outlet, an angularly adjustable metering valve member operable when in one angular position of adjustment to maintain a predetermined volume of fuel delivery by said pumping plunger at each discharge stroke thereof and operable when in another angular position of adjustment to maintain a different predetermined volume of fuel delivery by said pumping plunger at each discharge stroke thereof, a movable control member for varying the output of said pump, a cam plate connected to and bodily movable with said control member, there being a cam slot formed in said cam plate, a cam follower disposed within said slot and capable of being displaced upon movement of said cam plate by said pressure responsive member, an operating link connecting said cam follower and metering valve member for transmitting motion from the former to the latter to vary the position of the valve member, and means independent of said pressure responsive member for manually adjusting the position of said cam plate relative to the pressure responsive member for varying the displacement of said cam follower.

20. A fuel pump for delivering measured quantities of fuel to an internal combustion engine, comprising a cylinder having a fuel inlet and a fuel outlet, a pumping plunger disposed within said cylinder and movable through a suction stroke to draw fuel into the cylinder through said inlet and movable through a discharge stroke to discharge fuel through said outlet, said plunger having a spill port, an angularly adjustable metering valve member having a port for selectively uncovering said spill port to spill varying amounts of fuel during the discharge stroke according to the postion of said valve member, and means for adjusting the angular position of said metering valve member.

CARL F. HIGH.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,156,933 Alden May 2, 1939 2,210,067 Cummins Aug. 6, 1940 2,361,399 High Oct. 31, 1944 2,405,163 Parsons Aug. 6, 1946 2,413,115 Sheehan Dec. 24, 1946 2,448,347 Beeh Aug. 31, 1948 

